Automatic train-pipe connecter



" Janglo, 192&

J. ROBINSON AUTOMATIC TRAIN PIPE conuncrfia Original Filed July 15. 1922 till Patented darn it), 1928.

UNITED STATES l,d5ti,020

Philhll l l OFFICE JOSEPH HUBINSON, OLE Ytllttfli, N. Y.

Application tiled July 15, 192%, 'ilerial lilo. 5%,135. lEteuoweti July it, 1953?.

My invention relates to improvements in train pipe couplings, and more particularly to interchange devices tor such couplings. Une oi its objects is to simplify previous constructions and improve their etliciency by reducing the triction which they impose to the tree tlow oi the air and by hanging the interchange on the coupling head in such wise as to lllttlil-J it adaptable tor use on either the pin and tunnel coupling head or on the wing type head. The patent to M. A Barber :lthiltlfiiiti and dated July 22?, 192i), shows a similar i'orm ct interchange, but it is not adaptable to the wine; type of can pling head the type shown in the accozn panying drawings. The Barber device is hinged to the head at the top ot the latter, and when not in use hangs downwardly across the rear lace oi the head. This is not objectionable with the pin and tunnelhead, but in the case at the wing type head. it is in the way of the wings in coupling and causes mating heads to touli l overcome this objection, and secure great compactness and ruggedness oi design, by pivoting the interchange to the lower side of the head and extending; it diag g'onally across the lace ot the head when in use. l l 'hen not in use it is swung under the head and suspended from the under side of the shank out of the way ct all coupling mechanism of both the pin and tunnel and wing type heads, and where the minimum amount oi ice and snow can gather upon it,

The invention is fully described in the following specification, pointed out in the appended claims and illustrated in the ac companying drawings in which Figure l is a side elevation of an automatic train pipe coupling provided with my improved interchange In this view the rear portion of the spring G and the tie rod 10 are broken away.

Figure 2 is a iront elevation ot the construction shown in Figure l, the bracket El and the interchange nipple 22, the hose sec tion 24C and the coupling 25 being omitted.

Figure 3 is a sectional view through the interchange device and the coupling head talren on substantially the line 33 oi? Fig ure 2. In this view the shank ti and the iitting l2 and hose i l are shown in horizontal section as a matter oi convenience, and

Figure l; is a view similar to Figure 3 illustrating a modification oi my improveinent,

deterring now to the drawings: Any suitable type olf support, such as that illustrated in my copei'iding application Serial Number 490,53 .];0 tiled August 6th, 1921, and any desired form ot coupling head, may be used. I show such a support at it, and a conven tional form ot butt lace coupling head It having forwardly extending outwardly di verging guiding prongs or wings 5. The head has a centrally located opening into which the enlarged hollow forward end of a suitable shank 6 is pressed as shown particularly in Figure 3. The shanlt may, oi course, be otherwise secured to the head it desired but l preterably press it therein as stated. Extending" rcarwardly troin the en larged portion oi the shank are two spaced straps or walls 7 which embrace the lower end of a suitable bracket 8. These straps terminate in a vertically extending flange ,9 through which a suitable tie rod 10 extends and embraces the lower end oi the bracket 8 and has universal movement thereon. it suitable butler spring 0 surrounds the tie rod 10 and presses the flange 9 against the rear face of the bracket to yiclding'ly sustain the coupling head ilt, all of which is fully described in my copending applica tion Serial ll umber l thiiltl aforementioned.

Entendinp; into the hollow forward end of the shank 6 l provide a laterally extend ing; hollow conduit 12 directly upon the rear end of which the usual train shank hose i l is suitably secured as by means ot a clamp 15, and at the forward end oil which is carried an air extended gasket 16. A spring actuated pin 17 passes downwardly through the top wall of the shank 6 through a suit able lug 18 termed on the rear face of the fitting l2, and serves to loclr the fitting in the pipe. This construction is tully described in my aforesaid co-pendinp; applica tion Serial arsenic.

Hinged the lower side oi the head I provide a plate or interchange D, the same being hinged to the head by means oi a projection 19 on the plate D and passing between spaced lugs 20 formed on the head, a suitable pin 21 being passed through the lugs and the projection to pivotally secure the same to the head. Centrally located on the plate D I provide an opening in which is swivelly mounted a fitting or nipple 22 adapted to mate with the gasket 16. Upon this fitting" I mount, as by a clamp 23 a short section of the ordinary train pipe hose 2st,

Eli,

ll-i) ill and in the lower end of this hose I suitably mount the usual hand operated hose coupling head 25. That end of the plate D which is opposite the end 19 thereof is provided with a rearwardly extending or overhanging portion 26 adapted to extend over a ortion of the couplin head A as shown. Suitably threaded through this overhanging portion 26 I provide a locking screw 27 having a tapered inner end 28 adapted to contact with the rear side of the head and draw the interchange D and the nipple 22 tightly against the gasket 16. Accidental extractionof the locking screw is prevented by a pin 29 which passes through the lower end thereof and in front of the threads thereon. By disposing the interchange diagonally across the head as shown particularly in Figure 2, I am able to obtain extreme compactness of construction with the resulting reduced cost of manufacture and added ruggedness.

When not in use the interchange D is carried under and to the rear of the head and hence out of the way of the coupling mechanismof mating heads as shown in dotted lines ofFigure 1. To support the inter change in this position I provide a suitable lug 30 formed integrally with one of the straps .7 of the shank 6, and I mountin it a suitable hook 31 adapted to receive a link or other form of support 32 swivelly con nected to the interchange base D as at 83, Figure 2.

The operation of my improvement is as follows: When a car equipped with the automatic coupling meets one not so equipped, the interchange device D is disconnected from the hook 31 and-swung .into the position shown-in full lines in the several views. The locking screw or clamp '27 is screwed inwardly into engagement with the .coupling head B .and as shown in Figure .3, thus tightly clamping the interchange device against the face of the head with thenipple 22 .inaligninent and in air tight engagement with the :gasket 16. The hose of the uncquipped car is then coupled into the :hand operated coupling 25'of the inter-' change D in theusual way, the short section of :rubber hose 24 giving sufiicient movement to the coupling 25 to readily permit of this operation. The *rotatability of the nipple 22 in the .plate -D greatly facilitates this operation since it permits the hand operated coupling 25 to be rotated at will inthe plate D .thus minimizing the flexing of the hose section Qivand hence prolonging its life. This construction produces a simple and highly eflicient interchange which does not complicate the connecter proper in any way and which, when the transition period is over, may bereadily disconnected from the connecten'byextracting the pin 21, and discarded: It is inexpensive inasmuch as the hose 2d, and the hand operated coupling may be reclaimed from the scrap piles of the railways. A further advantageous feature of my improvement is that the fluid carried by the conduit 12 actuatcs the gasket 16 by entering the groove 3% formed thcrcin and forcing the gasket face forward against the face of the nipple 22, thus producing an absolutely tight and dependable joint.

In Figure +l- I illustrate a modification of the foregoing construction which consists in pivotally mounting the interchange D on the shank 6 instead of on the lower side of the coupling hcad B. This I accomplish by providing the forward end of the shank with a radially extending perforated lug or car 35 on which the interchange D is pivoted or hinged as by a suitable chain link 36 which connects the lower end 19 of the interchange D with the lug In other respects the construction is the same, and operates as the preferred form above described.

\Vhat I claim is:

1. In an auton'iatic train pipe coupling, the combination of a coupling head, a shank for supporting said head, an interchange device hinged to said head at a point rearwardly of the coupling face of the head, said interchange device being arranged to be swung into a position at the rear of the coupling face of the head or into a position extending across the face of the head and below said shank, means to clamp said interchange device against the face of the head, means to support said device when swung into position below said shank, and a hand operated hose coupling attached to said interchange device to connect thereto the hose of a car not equipped with an automatic coupling.

2. In an automatic tain pipe conncctcr, the combination of a coupling head, a shank for supporting said head, an interchange device hinged at its lower end to one of said last named parts, said interchange device being arranged to be swung into a position beneath said shank or into a position extending across the face of said head, means to clamp said device against-the face of the head, means to support the same beneath said shank, and a hand operated hose coupling attached to said interchange device to connect thereto the hose of a car not equipped with an automatic connecter.

3. In an automatic train pipe connector, the combination of :1 coupling head having a guiding prong or wing on each side thereof, a shank for supporting said head, an interchange device hinged at its lower end to the lower part of said head, said interchange device being arranged to bc swung into a position beneath said shank or into a position extending diagonally across the face of said head between said Wings, means Ill) emme to clamp said device against the face of: the head, means to support the same beneath said shank, and a hand operated hose coupling attached to said interchange device to connect thereto the hose of a car not equipped with an'antolnatic connector.

4:. In an automatic train pipe connector, the combination out a coupling head, a shank at-o1 supporting said head. an interchange device hinged at its lower end to one of said lastnalned parts reamvardhg of the coupling 'tace of the head, said interchange device he ing arranged to he swung into a position he neath said shank or into a position extending across the face of said head, means to clamp said device against the face of? the head, means to support the same beneath said shank, and a hand operated hose coupling attached to said 'hn'erchallge device to connect thereto the hose of a car not equipped With an automatic COl'lHQCtGl.

In testimony whereof I hereunto aflnc my 91'. en atn 1 e JOSEPH ROBINSGN. 

